Brick-treating apparatus



E. P. STEVENS lBRIGK TREATING A PPARATUS fl l ATTORNEYS NOV. 10, 1925- E. P. STEVENS BRICK TREATING APPARATUS Filed oct. 2e. 1922 s sheets-sheet 2 l l ,www www5.

IN VEN TOR ATTORNE YS Nov. 10, 1925- 1,560,618

E. P. STEVENS BRICK TREATING APPARATUS Filed (but.v 26. 1922 .'5 Shegts-Sheet I5 WITNEss I '1N VENTOR A TTORNE Y6' Patented Nov. '10, 1.925.

11,560,618 PATENT OFFICE.

ENOCH I. STEVIEHWS, OF CHICAGO, ILLINOIS; MARY ANN STEVENS, EXECUTRIX F SAID A ENOCHI P. STEVENS, DECEASED. y

BRICK-TREATING APPARATUS.

Application led October 26, 1922. Serial No. 596,927.

To all whom it may concerns.

v Be it known that I. ENoCH P. STEVENS, a citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Brick-Treating Apparatus, of which the following is a specification.

My invention relates to treating apparatus for the manufacture of earth products, such as brick, and particularly fire brick, and isespecially concerned with apparatus for dr ing or baking such brick. I aim to provide for continuous operation, and for turning out the finished product as rapidly, conveniently, and economically as possible; and, in general, to realize the advantages of continuous manufacture in quantity.

How these and other advantages can be realized through the invention will appear from my description hereinafter of the best embodiment of the invention known to me.

In-the drawings, Fig. 1 shows a vertical llongitudinal section throughV apparatus of tunnel type conveniently embodying my invention, and adapted for bakingor burnin brick. f

ig. 2 shows a vertical section at right angles to Fig. 1, taken lengthwise of a discharge tunnel extending laterally from the main heating tunnel, as indicated by the line 2 2 of Fig. 1.

Fig. 3 is a general plan view of the apparatus, partly in'horizontal section; and

Fig. 4 shows a cross section through the main tunnel, taken as indicated by the line 4.--4 in Fig.l 1, on a. larger scale.

Referring to the drawings generally, it will be seen that the apparatus shown comprises a long tunnel 10 through which the brick to be heated travel in one direction on suitable .carriers or conveying means, such as flat cars or trucks 11 running on track" or rails 12, against a counteriow of heating medium from a source suitably remote from the tunnel entrance. In'practice, the tunnel 10 may advantageously :be as much as 150er 200 feet long, or more, and some six ,feet high inside. As shown, the track .12 may slope gradually downward from the entrance end of the tunnel 10 at .a suitable grade (say so as to feed the loaded cars 11 through by gravity, and stop means ma be rovlded for re ulating and controlling t eir progress. 'Ihe stop means illheld out lustrated comprises a pivoted trigger` otr trip device 14 arranged between the rails 12 for engaging the rear axle of the next to the front car 11, and operable by a hand lever 16 at the entrance of the tunnel through a link-rod connection 17. When the trip 14 is shifted to release a car, it is until the whole string of cars has advanced by gravity about half a car length, and then returned in time to engage the rear axle of thenext car and hold the string of cars until the time comes for the next forward-feed. Normally, the 'mechanism is kept in position for the trip 14 to engage, as by means of a helical tension sprin 18 connected between said trip and a. "ed anchorage 19. Thus the cars may be intermittently advanced any desired amount (say one car length), according-to the operation of the trip device.

The source of heating medium here shown is in the opposite end of the tunnel from the entrance, in the form of afurnace 20 vprovided with automatic chainy grate and stoking devices, etc., comprehensively indicated at 21. rlhe hot gases 4and products of combustion from this furnace 2O pass over its bridge wall 22 (that extends across the, tunnel 10) and travel on rearward, counter to the series of advancing cars 11, to a stack 23 in the tunnel roof, just in front or .inside of the vertically sliding refractory entrance gate 24. This gate 24 1s normally closed, as shown, so as toprevent loss of draft on the fire and annoyance to the workmen by the escape of furnace gases throughthe tunnel entrance, and is .only opened at inter-vals'fto admit a fresh car 11 when the wholes'eries of cars is to be fed forward. On""suc h"0c casions, the gate 24 may be drawn lup (as by means of cable 26 passing over pulley 27) through a slot in thefurnace roofthat is provi ed with antileakage devices 28.

As each car 11 is released by the front trip,

14, it travels along from the rails 12 on to 100 conveyor means 30 of sprocket chain belt type (shown as provided with transverse track or -rails 32 for taking the cars from the tunnel rails 12) that may be appropriately driven, during the intervals of rest of 105 the cars 11 on the rails 12, by means-of a. beltk and pulley connection 33 toone of the sprocket'wheel shafts 34. By this conveyor 30 the cars are discharged laterally from the tracks 12,- throughA a tunnelV opening and 110 i extending laterally from the heating tunnel just in front of the bridge wall 22 and the furnace 20. At the entrance -to this disf charge tunnel 35 is a vertically sliding regate 36 mounted, arranged, and operable l1ke the gate 24. This gate 36 is normally closed, but is periodicall o ened each time the trip 14 is released, an al owed to remain open long enough for the car vthat then rolls on to the conveyor 30 to be carried past the ate. In order to minimize loss of heat at tis end of the tunnel 10 (which is the hottest) by leakage past'the gate 36, or when this gate is open, the delivery end of the lateral tunnel 35 may be provided with a self-closing swinging gate 37 that will yield to a car pushed against it by the confractory veyor 30, and can be opened by engagement of a hook or the like with its pierced lug 38, to permit such car to be pulled out on to a convenient platform 39. Each car 11 may advantageously be allowed to remain in the tunnel or chamber 35 aconsiderable time, to`

allow its charge of bricks to cool or anneal gradually before it is brought out into the cold outer air; and the' generally closed door 37 serves to maintain a suitable temperature for this purpose in said chamber. Openings 40through the walls of the heating tunnel 10 at suitable intervals allow the charges of brick on Ithe cars 11 to be inspected from time to time. As shown, these openings are provided with-'self-closing swinging covers or dampers 41.

Referring, n'ow,more especially'to Figs. 1 and 4, it will be seen that the tunnel 10 is above ground andv is shown as of composite construction, comprising an outer steel wall or shell 42 with a lining 43 of highly refractory fire brick. In the bottom of the compositetunnel wall is a gap extending its entire length, and affording a space or trackway for the cars 11. The rails 12 in lthis trackway are mountedand supported on downturned lower ortions` 44l of the metal wall 42, being of -bar form with their lower flanges bolted against the wall portions 44. In the construction illustrated, the entire weight of the whole structure rests on the lower wall portions 44, which are reinforced and stifened with external longitudinal channels 45, themselves provided at ,inter-` vals with transverse stifl'ening webs'46'. The lower flanges of the channels 45 rest as feet -on the concrete Hoor or foundation 47, while their inclined upper flanges engage and stiifen the bend by which the tunnel shell merges into the portions 44. These portionsv 44 are accurately spaced and braced together by means of tie rods 48 bolted through them, and provided with spacer sleeves 49.

Provision may be made for supplying or admitting supplemental air for secondary combustion in the tunnel 10, beyond the furnace chamber 20. As shown in Figs. 1 and just inside the metal shell 42, formed by grooves in the exterior surfaces of the brick l of the refractory lining 43. Such of these air channels 50 as are to be used (as shown, the ver top one in the tunnel roof) are supplie with air b y one or more openings through the shell 42 at suitable points or intervals, such as the damper-controlled and regulable admission ipes 51 shown in Figs. 1 and 3. From t e channels 50 so supplied, the air is admitted to the interior of the tunnel through ports or passages 52 'located at suitable points or intervals,and

here shown as extending diagonally through the lining 43 in the direction of flow of the combustion gases discharged into tne tunnel by the furnace 20. The secondary combustion permitted by the supply of supplemental air helps to keep up the temperature of the gases in the tunnel, or i'n other words, affords heat regeneration for them'. The lead air in thechannels 50 not in use affords the tunnel walls some additional thermal in sulation.

In the refractory tunnel lining 43, alongi side the trackway gap, are sealing chan-- nels or grooves 55, containing sealing material such as sand 56. platforms of the flat cars 11 substantially lill and close the trackway gap, and project The bottoms or or overhang laterally at 57 for sealing en- .Y

gagement with the sand 56, extending downward somewhat into the channels 55. Each of them comprises a metal plate 58 above the Wheels 59, surmounted by a refractory and thermally or nonconductive lining composed of successive layers of brick 60, asbestos 61, and fire brick 62. This refractory lining serves as backing for' a top facing 63, preferably of thermally vconductive material such as iron or steel and provided with horizontal heating lues 64 extending lengthwise of car and tunnel. As shown, it is this top facing 63 that overhangs (as already described) for sealing 'engagement in the subjacent channels 55. I n conjunction with the nonconductive backings, the conductive iiued tops 63 serve to prevent or minimize chilling of the superjacent charges of brick 65, being kept hot by passage of gases in the tunnel through the flues. For the like purpose, the charges 65may be piled with longitudinal passages (i6/therein 4along the tops 63, preferably formed by the selfarching of the piled brick. These passages 66 not only serve as additional heating iiues for the .charges 65 and the tops 63, but also minimize the area of contact of the piles with the tops 63 and .the consequent loss of heat from the bricks by conduction. As shown, each of the car bottoms or platforms is Vprovided with correlative end flanges 67, 68 adapted to over- 'and gases downward into the trackwa on the other cars, so as to minimize loss of -heat by leakage of the gasessdownward between the cars. At the entrance to the lateral discharge tunnel 35, where the corresponding sealing channel 55 is interrupted,"

the refractory dlscharge gate 36- is rovided with a lateral Vledge oriflange 69 adapted to engage (or nearly touch) edgewise t e corresponding car bottom overhangs 57.THA

Thus, it will be seen, transmission of heat are minimized, and .the rails'12, car whee s 59,

etc., are, therefore, adequately cooled by the.

free radiation from the channels 44 and their webs 45, unchecked by lany refractory wall orlining.

.What I claim is:

1. Apparatus of 'the character described comprising a heating tunnel for loaded cars with means for maintaining a flow of heatingfmedium therethrough; and a discharge and cooling chamber for the cars. openin laterally from said tunnel at its hotter en 2. Apparatus of the character described comprising 'a heating tunnel wlth a track therein for loaded cars; a source of heat at one end of said' tunnel; and a dischar e tunnel with conveyor means for taking t e cars from 'said track extending laterally from said first tunnel in front of said source of heat. x

3. Apparatus of the character described I comprising a heating tunnel for loaded cars;

a budge wall across said tunnel at one end, with a heating furnace therebeyond; a cooling tunnel for the vcars extending laterally from said irst tunnel from infront of said bridge wall, and a gate controlled discharge -opening for the cars in the cooling tunnel.

4. Apparatus of the character ldescribed l' comprising a heating tunnel with a track therein for loaded cars, and means for maintaining a iow Aof heating medium therethrough; and conveyor means, with transverse tracks. to take the cars, for discharging the cars sidewise in a lateral direction from said first tracks after ltravel therealong counter to the flow of heating medium as aforesaid. s r j 5. Apparatus of the character described comprising a tunnel with entrance gate for 4loaded 4cars at one end anda heating furnace at the other end, and discharge for furnace gases adjacent and inside of said gate; a track for the cars in said tunnel in- `clined vdownward toward said furnace; a

lng troughs in the for sealing engagement in said channels, the

carbotto'ms havin vconductive topl facings with longitudinal eating passages, refractory bac ingsV for said facings, and end flanges beneath said passages overla ping to seal the intervals between the car ttoms.

7. A Arefractory-lined metal-walled heating tunnelwithl a gap in its bottom to afford a trackway, sealing channels in the lining alongside said gap, and tracks in said trackway attachedto the metal w-all at the sides of said gap.'

8. A refractoryv lined metal walled heating tunnel with -a-gap in its bottom to-"afford a trackway and tracks in said trackway attached to the metal wall at the sides of said gap.

9. Brickrtreating apparatus \of the character described comprlslngu a refractory-lined metal walled heating tunnel with-longitudinal-air supply channel inside the shell, inthe exterior of the lining, and an a1r su ply pas- In testimony whereof, I have hereunto signed my name. l

` yENOCH P. STEVENS. 

